Systems and methods for vehicle environmental impact cancellation

ABSTRACT

A vehicle for traversing an area with a minimal environmental impact is described. The vehicle includes a first component that creates a first environmental impact when the vehicle is traversing in the area. The vehicle further includes a second component configured to reduce the first environmental impact.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/807,960, filed Jun. 21, 2022, the entire disclosure of which isincorporated herein by reference.

FIELD OF THE INVENTION

The field of the invention is technologies associated with vehicleenvironmental impact reduction and elimination, and in particular,cancellation of environmental impacts created by an electrical vehicle.

BACKGROUND

The background description includes information that may be useful inunderstanding the present inventive subject matter. It is not anadmission that any of the information provided herein is prior art orapplicant admitted prior art, or relevant to the presently claimedinventive subject matter, or that any publication specifically orimplicitly referenced is prior art or applicant admitted prior art.

With the dawn of widespread development and use of electric vehicles,there has also been diversification of specific markets for suchvehicles from large cargo carrying trucks down to micro drones. Onespecific market area that has developed over the last several yearsincludes the market for low-speed vehicles (LSVs), which typicallyinclude four-wheel electric vehicles having a top speed of about 25 to35 miles per hour (about 40 to 56 kilometers per hour). LSVs have foundmany target use cases including last mile delivery, maintenance forcampus, forestry, or other areas where there is no need for heavy orcumbersome traditional vehicles. However, even though LSVs are alreadyenvironmentally sound (e.g., light weight, low to no fossil fuelemissions, low noise, etc.), they can still have significant negativeenvironmental impacts. For example, a maintenance LSV might need totraverse a natural, unpaved area (e.g., a field, lawn, meadow, etc.). Insuch cases, the wheels of the vehicle still may rip up the naturalterrain during acceleration, such as when power is engaged or whenbraking, which can damage the environment. Further, in areas where thereare significant differences in terrain, possibly including slopes,pavement, lawn, etc., an operator of the LSV might engage power in amanner that is not environmentally sound for the local environment or ina manner that could even be dangerous given the local conditions.

Even though great strides have been made in electric vehicles, thereremains a need to ensure electric vehicles have reduced impact on theenvironment in which they operate. Electric vehicles should ensure theiroperational parameters are constrained to protect the environment, whilealso being adjusted for local conditions, or managed to ensure safety ofthe operator or the vehicle itself. The following discussion describesthe work of the inventor and gives rise to electric vehicles (e.g.,LSVs, etc.) that are more ecologically sensitive while also retainingeconomical efficiencies or work-related performance.

SUMMARY

The inventive subject matter provides apparatus, systems, and methods inwhich an electric vehicle is dynamically configured to have reducedimpact on a real-world environment (e.g., forest, golf course, farm,campus, etc.). One example embodiment includes an environmentally lowimpact electric vehicle, which can comprise a set of sensors, at leastone battery, and a vehicular controller. One or more batteries,preferably rechargeable or swappable batteries, provide power to theelectric vehicle's various electrical elements. The set of sensors arecoupled with the vehicular controller and provide information about thelocal environment of the vehicle. The sensors may further provideinformation about the environmental impact the vehicle has been making.Further, the set of sensors can cover a broad range of sensor modalitiesand can include accelerometers, gyroscopes, piezoelectric sensors,cameras, LIDAR, radar, GPS, sound detectors, electromagnetic fieldsensors, or other types of sensors. The vehicular controller comprises acomputer readable memory and at least one processor and is furthercoupled with the set of sensors and the batteries for power.

The vehicular controller may be configurable to control the electricvehicle (e.g., controlling environmental impact cancellation systems,controlling associated components of the vehicle, adjusting theoperational profile, etc.) to minimize residual environmental impacts ofthe vehicle based on various environmental information (e.g., determinedfrom sensor data obtained from the set of sensors, provided by anoperator, etc.). Such environmental information may include varioustypes of environmental impacts created by the vehicle, the geo-locationof the vehicle, a locally sensed context, any other suitableenvironmental data, and/or a combination thereof. More specifically,when the processor executes software instructions stored in the memory,the controller performs various operations including obtainingenvironmental data, including obtaining environmental impact data fromvarious environmental impact sensors (e.g., electromagnetic fieldsensors, sound/noise sensors, surface impact sensors, thermal sensors,cameras etc.) and obtaining location data from at least one locationsensor (e.g., GPS, inertial measurement unit (IMU), visual location,etc.).

The controller's operations may further include receiving at least oneoperational profile, typically a torque profile, from a profile databasewhere the operational profile is selected based on the environmentaldata. For example, the profile database could store operational profilesindexed based on geo-fences or geo-locations and can return suchprofiles in response to receiving a geo-location query. Additionaloperations include instantiating a local vehicle context in the memorybased on local environment sensor data obtained from the sensors.Preferably, the local context provides a more fine-grained understandingof the environment around the vehicle. Thus, the operations can furtherinclude generating a set of operational instructions (e.g., wheelinstructions, motor instructions, etc.) based on the operational profileand the local context. In more specific embodiments, a torque profile isadjusted based on the local context and corresponding instructions aregenerated for the motors driving the wheels of the vehicle. Once the setof operational instructions are generated, the operations can furtherinclude executing the instructions to thereby cause the vehicle to takecorresponding actions; motors causing the wheels to move according to atorque profile, for example.

The goal is to design and produce zero emission, tailorable, low speedvehicles that serve a plurality of purposes, with a high level ofsustainability in every phase of vehicle design and operation. Varioustechniques and designs are implemented to achieve a vehicle thattraverses its chosen environment without disturbing it, damaging it, orleaving minimal residual traces of having been there. Specifically, zeroemission allows for vehicle use indoors, in highly congestedenvironments, or in any application where emissions may affect thehealth or productivity of living beings. In an example, the weight ofthe vehicle is minimized while maximizing the contact patch and uniquetire compounding to leave the surfaces traversed undamaged. In anotherexample, a controller controls the vehicle (e.g., throttle response,brake response, other suitable responses, and/or a combination thereof)to minimize impact to the environment (e.g., by eliminating wheelspinning and the associated turf or soft surface disruption). In yetanother example, payload subsystems of the vehicle are extraordinarilylightweight and highly reconfigurable (e.g., switched from a flatbed toa pickup bed to a boxbed or any suitable variation), allowing fordifferent uses (e.g., resort use during the day, utility use at night,or tailored food deliveries that differ between the breakfast, lunch,and dinner hours). In that example, the controller controls the vehicleaccording to the different payload subsystem configurations forminimizing impact to the traversed environment. In yet another example,to achieve a minimized surface impact, the controller controls thevehicle to use back tires to reduce or eliminate tire tracks of thefront tires (e.g., where the back tires have tread patterns opposing thetread patterns of the front tires) based on the environmental data,including tire track data of the tire tracks created by the vehicle. Inyet another example, to achieve a minimized electromagneticenvironmental impact, the controller controls an electromagnetic impactcancellation system based on the environmental data, includingelectromagnetic environmental impact data of the electromagneticenvironmental impact created by the vehicle. In yet another example, toachieve a minimized noise environmental impact, the controller controlsa noise impact cancellation system based on the environmental data,including noise impact data of the noise impact created by the vehicle.In yet another example, to achieve a minimized thermal environmentalimpact, the controller controls a thermal impact cancellation system(e.g., with thermal management of external surfaces of the vehicle)based on the environmental data, including thermal impact data of thethermal impact created by the vehicle. In yet another example, toachieve a minimized visual environmental impact, the controller controlsa visual cancellation system (e.g., with visual management of externalsurfaces of the vehicle to reflect or mirror the environment) based onthe environmental data.

Embodiments of the invention are described by the claims that follow thedescription. Consistent with some embodiments, a vehicle for traversingan area with a minimal environmental impact includes a first componentthat creates a first environmental impact when the vehicle is traversingin the area. The vehicle further includes a second component configuredto reduce the first environmental impact. Consistent with otherembodiments, a method for traversing an area with a minimalenvironmental impact includes providing a first component of a vehicle,and providing a second component of the vehicle configured to reduce afirst environmental impact created by the first component.

Various objects, features, aspects, and advantages of the inventivesubject matter will become more apparent from the following detaileddescription of preferred embodiments, along with the accompanyingdrawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWING

FIG. 1 provides a schematic of an example environment with differenttypes of terrain according to some embodiments.

FIG. 2 illustrates an example electric vehicle according to someembodiments.

FIG. 3 illustrates an example computer-based controller for an electricvehicle according to some embodiments.

FIG. 4 provides an example method of obtaining an operational profilefor an electric vehicle according to some embodiments.

FIG. 5 provides an overview of a profile database and an operationalprofile for an electric vehicle according to some embodiments.

FIG. 6 illustrates example techniques for partitioning an environmentbased on terrain types according to some embodiments.

FIG. 7 outlines an example use of a local context for electric vehicleaccording to some embodiments.

FIG. 8 is a flowchart of an example method for providing and controllingan electrical vehicle to minimize environmental impacts according tosome embodiments.

FIG. 9 illustrates example environmental impact cancellation systemsused by a controller to minimize environmental impacts of a vehicleaccording to some embodiments.

FIG. 10 is a flowchart of an example method for providing andcontrolling an electrical vehicle to minimize environmental impactsusing surface impact cancellation according to some embodiments.

FIG. 11 illustrates various examples of tire tread patterns and tiretracks of an electrical vehicle for surface impact cancellationaccording to some embodiments.

FIG. 12 is a flowchart of an example method for providing andcontrolling an electrical vehicle to minimize environmental impactsusing electromagnetic impact cancellation according to some embodiments.

FIG. 13 illustrates example electromagnetic fields for electromagneticimpact cancellation according to some embodiments.

FIG. 14 is a flowchart of an example method for providing andcontrolling an electrical vehicle to minimize environmental impactsusing noise impact cancellation according to some embodiments.

FIG. 15 illustrates example of sounds for noise impact cancellationaccording to some embodiments.

FIG. 16 is a flowchart of a method for providing and controlling anelectrical vehicle to minimize combined environmental impacts usingmultiple environmental impact cancellation systems for different typesof environmental impacts according to some embodiments.

DETAILED DESCRIPTION

It should be noted that any language directed to a computer or computingdevice (e.g., a controller, etc.) should be read to include any suitablecombination of computing devices, including servers, interfaces,systems, databases, agents, peers, engines, controllers, modules, orother types of computing devices operating individually or collectively.One should appreciate the computing devices comprise a processorconfigured to execute software instructions stored on a tangible,non-transitory computer readable storage medium or memory (e.g., harddrive, field-programmable gate array (FPGA), programmable logic array(PLA), solid state drive (SSD), random-access memory (RAM), flash,read-only memory (ROM), etc.). The software instructions configure orprogram the computing device to provide the roles, responsibilities, orother functionality as discussed below with respect to the disclosedapparatus. Further, the disclosed technologies can be embodied as acomputer program product that includes a non-transitory computerreadable medium storing the software instructions that causes aprocessor to execute the disclosed steps associated with implementationsof computer-based algorithms, processes, methods, or other instructions.In some embodiments, the various servers, systems, databases, orinterfaces exchange data using standardized protocols or algorithms,possibly based on Hypertext Transfer Protocol (HTTP), Hypertext TransferProtocol Secure (HTTPS), Advanced Encryption Standard (AES),public-private key exchanges, web service application programminginterfaces (APIs), known financial transaction protocols, or otherelectronic information exchanging methods. Data exchanges among devicescan be conducted over a packet-switched network, the Internet, localarea network (LAN), wide area network (WAN), virtual private network(VPN), or other type of packet switched network; a circuit switchednetwork; cell switched network; or other type of network.

As used in the description herein and throughout the claims that follow,when a system, engine, server, device, module, or other computingelement is described as configured to perform or execute functions ondata in a memory, the meaning of “configured to” or “programmed to” isdefined as one or more processors or cores of the computing elementbeing programmed by a set of software instructions stored in the memoryof the computing element to execute the set of functions on target dataor data objects stored in the memory.

The inventive subject matter provides apparatus, systems, and methods inwhich an electric vehicle is dynamically configured to have reducedimpact on a real-world environment (e.g., forest, golf course, farm,campus, etc.). One example embodiment includes an environmentally lowimpact electric vehicle, which can comprise a set of sensors, at leastone battery, and a vehicular controller. One or more batteries,preferably rechargeable or swappable batteries, provide power to theelectric vehicle's various electrical elements. The set of sensors arecoupled with the vehicular controller and provide information about thelocal environment of the vehicle. Further, the set of sensors can covera broad range of sensor modalities and can include accelerometers,gyroscopes, piezoelectric sensors, cameras, LIDAR, radar, GPS, sounddetectors, electromagnetic field sensors, or other types of sensors. Thevehicular controller comprises a computer readable memory and at leastone processor and is further coupled with the set of sensors and thebatteries for power. The vehicular controller is configurable to adjustthe operational profile of the electric vehicle based on thegeo-location of the vehicle as well as based on a locally sensed contextdetermined from sensor data obtained from the set of sensors. Morespecifically, when the processor executes software instructions storedin the memory, the controller performs various operations includingobtaining location data from at least one location sensor (e.g., GPS,inertial measurement unit (IMU), visual location, etc.). Thecontroller's operations further include receiving at least oneoperational profile, typically a torque profile, from a profile databasewhere the operational profile is selected based on the location data.For example, the profile database could store operational profilesindexed based on geo-fences or geo-locations and can return suchprofiles in response to receiving a geo-location query. Additionaloperations include instantiating a local vehicle context in the memorybased on local environment sensor data obtained from the sensors.Preferably, the local context provides a more fine-grained understandingof the environment around the vehicle. Thus, the operations can furtherinclude generating a set of operational instructions (e.g., wheelinstructions, motor instructions, etc.) based on the operational profileand the local context. In more specific embodiments, a torque profile isadjusted based on the local context and corresponding instructions aregenerated for the motors driving the wheels of the vehicle. Once the setof operational instructions are generated, the operations can furtherinclude executing the instructions to thereby cause the vehicle to takecorresponding actions; motors causing the wheels to move according to atorque profile, for example.

The goal is to design and produce zero emission, tailorable, low speedvehicles with minimal environmental impacts that serve a plurality ofpurposes. Various techniques and designs are implemented to achieve avehicle that traverses its chosen environment without disturbing it,damaging it, or leaving any residual traces of having been there.Specifically, zero emission allows for vehicle use indoors, in highlycongested environments, or in any application where emissions may affectthe health or productivity of living beings. In an example, the weightof the vehicle is minimized while maximizing the contact patch andunique tire compounding to leave the surfaces traversed undamaged. Inanother example, a controller (e.g., using a processor and software)controls the vehicle (e.g., throttle response, brake response, othersuitable responses, and/or a combination thereof) to minimize impact tothe environment (e.g., by eliminating wheel spinning and the associatedturf or soft surface disruption). In yet another example, payloadsubsystems of the vehicle are extraordinarily lightweight and highlyreconfigurable (e.g., switched from a flatbed to a pickup bed to aboxbed or any suitable variation), allowing for different uses (e.g.,resort use during the day, utility use at night, or tailored fooddeliveries that differ between the breakfast, lunch, and dinner hours).In that example, the controller may control the vehicle according to thedifferent payload subsystem configurations for minimizing impact to thetraversed environment.

As discussed in detail below, the disclosed techniques provide variousadvantageous technical effects for controlling the vehicle (e.g.,dynamically adjusting the operational parameters of the vehicle,rotationally synchronizing the front and back wheels, etc.) to achieve areduced impact on the environment while ensuring that the vehicleremains safe. An example advantage is controlling the vehicle based onvarious environmental data (e.g., environmental impacts created by thevehicle, its geolocation, its local environment, any other suitableenvironmental data, and/or a combination thereof) and vehicleconfiguration (e.g., payload configuration, tire patterns, etc.).Another example advantage is controlling a vehicle based on, a residualenvironmental impact created by the vehicle, e.g., after the controllerperforms environmental impact cancellation. Yet another exampleadvantage is controlling a vehicle based on differences between residualenvironmental impacts resulted from different methods of environmentalimpact cancellation are performed.

In various embodiments, a vehicle can collect sensor data to determineenvironment data (e.g., environmental impacts created by the vehicle,nature of the local environment) around or near the vehicle. Varioustypes of environmental impacts by the vehicle or components thereof maybe determined, including for example, electromagnetic radiation impact(also referred to electromagnetic impacts), sound impacts (e.g., createdby engine, horn, tire, etc.), emission impacts, surface impacts, thermalimpacts, visual impacts, any other impact to the environment, and/or acombination thereof. The vehicle may collect such sensor data for eachof the various types of environmental impacts created by the vehicle orcomponents thereof, residual environmental impacts after the controllerperforms environmental impact cancellation, and combined environmentalimpacts as a whole. Furthermore, based on such data collected atdifferent times, the effectiveness of environmental impact cancellationby the controller is determined (e.g., based on the differences of theenvironmental impacts before and after environmental impactcancellation), which enables the controller to adjust its environmentalimpact cancellation process to further reduce the residual environmentalimpacts.

The focus of the disclosed inventive subject matter is to enableconstruction or configuration of a computing device to operate on vastquantities of digital data, beyond the capabilities of a human. Althoughthe digital data represents a local environment, it should beappreciated that the digital data is a representation of one or moredigital models of the environment, not the natural environment itself.By instantiation of such digital models (e.g., a local vehicle context)in the memory of the computing devices (e.g., vehicular controller), thecomputing devices can manage the digital data or models in a manner thatcould provide utility to a user of the computing device that the userwould lack without such a tool. Further, the disclosed vehicles can makefine-grained adjustments to their operational parameters based on localconditions far faster than a human could.

The following discussion provides many example embodiments of theinventive subject matter. Although each embodiment represents a singlecombination of inventive elements, the inventive subject matter isconsidered to include all possible combinations of the disclosedelements. Thus, if one embodiment comprises elements A, B, and C, and asecond embodiment comprises elements B and D, then the inventive subjectmatter is also considered to include other remaining combinations of A,B, C, or D, even if not explicitly disclosed.

As used herein, and unless the context dictates otherwise, the term“coupled to” is intended to include both direct coupling (in which twoelements that are coupled to each other contact each other) and indirectcoupling (in which at least one additional element is located betweenthe two elements). Therefore, the terms “coupled to” and “coupled with”are used synonymously.

FIG. 1 presents multi-terrain environment 100 in the context of a golfcourse as a framework to describe the inventive subject matter. WhileFIG. 1 illustrates environment 100 as a golf course, one shouldappreciate the disclosed techniques are not so limited. Ratherenvironment 100 could comprise any real-world or physical environmenthaving a spectrum of terrain types. For example, other environmentscould include college campuses, apartment complexes, amusement parks,military bases, cities, city parks, natural parks, retirementcommunities, or other types of environments. Regardless, the disclosedelectric LSV can be considered to operate in multi-terrain environment100 in various capacities including operating as one or more of amaintenance vehicle, a refrigeration vehicle, a grounds keeping vehicle,a cargo carrying vehicle, a delivery vehicle, a pleasure vehicle, apersonal transport vehicle, a bus, an emergency vehicle, an unmannedvehicle or drone, an autonomous vehicle, a robot, or operate accordingto other types of service requirements.

The LSV may encounter various types of terrain which can impact theoperation of the vehicle. Further, in view of the differences of theterrains, the vehicle can cause a negative impact on the environment.Consider a scenario where the LSV must contend with the terrains inenvironment 100 and must adjust its operational parameters as the LSVmoves in a single terrain or moves from one terrain to another asdiscussed below.

From a high-level perspective, the disclosed LSVs can adjust theiroperational parameters using operational profiles stored in a databasewhere the profiles are indexed by relevant location data. The LSV, via avehicular controller, can obtain the profile via submitting alocation-based query to the database. Further the LSV can use sensordata from one or more sensors disposed on or about the vehicle todetermine a local context. The controller uses the local context to makefine-grained adjustments to the operational profile (e.g., a torqueprofile as discussed below, etc.) to ensure the LSV has a furtheroptimized performance relative to the impact on the environment. Again,the details of these high-level features will be discussed furtherbelow.

Returning to environment 100, consider a scenario where the LSV isoperating in a golf course setting, possibly as a grounds-keepingvehicle. A golf course setting was selected for this illustrativeexample due to the varied terrain and sensitivity of the terrain torepeated use while juxtaposed against the need to keep the terrain in aplayable or pleasing state. However, as referenced above, the disclosedissues associated with a golf course can be extrapolated to othersettings.

Environment 100 may include one or more hills or other physical featuresas exemplified by steep hill 105. Hill 105 may have one or more specificfeatures that could impact the operation of the LSV. For example, hill105 might simply be inaccessible according to an operational profile,thus the vehicle may be restricted or forbidden to operate on hill 105or forbidden to approach a buffer area around hill 105. Suchrestrictions may be of use in cases where the vehicle or passengers maybe at risk or to protect the natural environment (e.g., flora, fauna,prevent erosion, etc.), possibly in a nature park or nature reserve.Still, hill 105 could also remain accessible, although it might havespecific features that must be accounted for; possibly including a steepslope as illustrated by the dense contours of hill 105. In such cases,the operational profile associated with the hill 105 can includecommands that ensure the LSV can maintain stability on the slope, orother specific feature, or that also ensure the LSV doesn't damage theslope. More specifically, the LSV could be instructed to adjust tirepressure or torque so the wheels of the LSV roll without slipping orcould be instructed to restrict movement along specific or defined pathson the slope wherein the paths are known to have the best approach forgoing up the slope or down the slope. Even further, the operationalprofiles associated with hill 105 can further include speed or velocity(i.e., speed and direction) restrictions on or around hill 105. Oneshould appreciate that the operational profiles offer multipleadvantages including one or more of the following: reduced impact on theenvironment, increased safety to passengers (e.g., tighten seat belt,reduce tilt, etc.), reduce risk to the vehicle itself and therebyincrease cost savings (e.g., reduced maintenance, reduced replacements,reduced insurance costs, etc.), or increased management oversight.

While hill 105 might have operational profiles that result in reducedimpact on the terrain in and around hill 105, pavement 110 might haveoperational profiles that are less restrictive. Pavement 110 can beconsidered a man-made terrain, for example, that is specificallyconfigured to permit LSV to traverse an area with ease or withoutsignificantly impacting the environment. In the example shown, pavement110 could include a cart path, but also could include a sidewalk, astreet, a tennis court, or other type of prepared surface. For the sakeof discussion, the operational profile associated with pavement 110might be configured to permit LSV to operate as its full operationalpotential and may therefore not include restrictions. However, it isalso possible the operational profile could restrict speeds toacceptable speed limits if desired. In a practical sense, whileoperating under the operational profile of pavement 110, the LSV couldapply full torque from one or more motors to the wheels of the LSV orcould achieve highest practical speeds, typically in the 25 mph to 35mph range for most target use cases. While the disclosed vehicles areLSVs, it should be appreciated that other electric vehicles might nothave such restrictions and might be permitted to operate in a highercapacity possibly limited only by their designs (e.g., road legalelectric vehicles, electric trucks, drones, autonomous vehicles, boats,etc.).

While pavement 110 is considered paved, other types of vehicle corridorscould also be present in environment 100, possibly including dirt roads,gravel roads, trails, or other types of prepared terrains. In suchcases, the operational profiles for such prepared corridors can beadjusted accordingly to account for the differences in features. Forexample, a dirt road or gravel road might have operational profilessimilar to pavement 110 but might restrict the torque applied to wheelsto prevent rolling with slipping to reduce an amount of dust kicked upor to otherwise reduce the risk of disturbing environment 100. However,once rolling is achieved, the top speeds might not be restricted topermit the LSV to proceed to its destination in a timely fashion. Thus,operational profiles might be required to balance the need foroperational goals relative to the desired to have reduced impact onenvironment 100.

Rough 115 represents yet another type of terrain that may be accountedfor when creating operational profiles. While the rough of a golf coursemight simply include tall grass, it is possible rough 115 might haveother attributes that influence corresponding operational profiles. Morespecifically, rough 115 could include flora or fauna that should beprotected while also permitting the LSV to pass through. This gives riseto an interesting feature of the disclosed subject matter where multipleLSVs must be managed in aggregate rather than merely individually. Forexample, the operational profiles of rough 115 might permit a first LSVto pass through rough 115 along a specified path per unit time (e.g.,per hour, per day, per week, per month, etc.), while a second LSV wouldbe restricted from following the same path but would be permitted totraverse rough 115 along a second, different path. Such approaches areadvantageous because the LSV retains access to the terrain, but also theterrain is permitted to recover after use. Thus, the operationalprofiles can be constructed to account for wear-leveling a terrain.

Turning toward fairway 120, fairway 120 can also have yet another set ofoperational profiles that differ from the other terrains. Fairway 120 ispresented as an example of a “natural” (e.g., lawn, grass, etc.) terrainthat may be prepared for use, but still should be protected to somedegree. In some scenarios, the operational profiles of fairway 120 couldalso account for wear-leveling. In addition, the operational profilesmight include restrictions based on max speed to reduce chances ofcollisions with other vehicles, people, or wildlife sharing the terrain.Still further, the operational profiles might also include proximityrestrictions to simply forbid LSVs from sharing the same physical space,subject to buffer zones as desired. Rolling without slipping via torquecontrol may also be an important feature of the operational profiles forfairway 120 to reduce the risk of the wheels of the LSV ripping theturf.

Tee 125 is presented as an example area that maybe small or possiblyhave a relatively high density of people present. In such examples, thecorresponding operational profiles may have many of the various featuresalready discussed, but might have further adjustments to account forfeatures of the area. For example, in view the area might have a highdensity of people, the operational profile might limit the max speed toensure the operators have time to react to the people present. Further,the number of vehicles permitted in the area might be restricted.Consider a scenario where the LSV is operating as a golf cart. Theoperational profiles for tee 125 could restrict the max speed to 2 mph,for example, and only allow two carts on the tee at the same time toaccount for a single party of golfers to be present on the tee at atime. In view of tee 125 can be considered a small area, restricting themax speed does not necessarily impact the utility of the vehicle in thearea as an operator can traverse the area quickly. Further restrictingthe number of LSVs in the area can also be considered wear leveling.

Sand 130, illustrated as a sand trap, represents yet another type ofterrain having interesting features that can be accounted for. Sand 130could be similar in nature to the dirt or gravel roads mentioned abovewhere the material of the terrain is loose, which may require theoperational profiles to ensure the LSV moves by rolling without slippingas governed by a corresponding torque profile. Beyond controlling thewheel movements relative to the terrain, the operational profile couldalso include instructions to adjust other features of the LSV. Forexample, in some embodiments, the operational profile could also adjustthe tire pressure of the LSV. As the LSV enters the area of sand 130,the LSV could reduce the tire pressure of the LSV's tires so that thetires have better traction while also operating under a rolling withoutslipping torque profile. In addition to or alternatively, as the LSVleaves the area of sand 130, the tire pressure could be increased toensure the LSV, assuming the LSV is provisioned with self-inflatingtires and/or corresponding pumps, operates with improved efficiency onthe new terrain (e.g., fairway 120, pavement 110, etc.). Thus, oneshould appreciate the operational profiles can comprise features beyondcontrolling the motors or motion of the wheels of the LSV and caninclude operational parameters in or about the LSV.

In various embodiments, adjusting operational parameters including tirepressure also gives rise to purpose-built equipment that can be quitecomplementary to the disclosed inventive subject matter. To continuewith the tire pressure example, altering the tire pressure to suite theenvironment can also impact the features of the tire itself beyond justthe pressure itself. For example, changing the pressure could alsochange the shape of the tire to suit the environment. With respect tolow pressure, tires such as System 3 Off-Road 32×12-15 System 3 OffroadSS360 Sand/Snow Bias Rear Tire would have better performance in snow orsand when the pressure is lower by adapting such tires to change shapeor to increase the number of treads or paddles capable of engaging theloose contact surface. From a high-pressure perspective, tires such asProline 1014613 Sling Shot MX43 Pro-Loc Tires could have fins or wingsthat expand out as pressure is increased. At even higher pressures,tires can be constructed so that studs (e.g., metal, rubber, etc.) orother features can emerge from between the treads when the pressureincrease beyond a threshold. Thus, the pressure activated studded tiresfor the LSV would provide further traction, possibly on slippery, wet,snowy, or icy surfaces. An example of such a tire that could be suitablyadapted for such a purpose includes the CST Sandblast Rear Tire 32×12-15(15 Paddle) for Polaris RANGER RZR XP TURBO S 2018. Thus, the inventivesubject matter is considered to include adapting tires, or otherelements of the LSV, to be responsive or complementary to adjusting theoperational parameters of the LSV due to the local environment.

While sand 130 may also have operational profiles similar to thosediscussed above including area restrictions or limitations, rollingwithout slipping instructions, speed restrictions, or other features,the nature of sand 130 could vary dramatically based on local ortemporal conditions. For example, sand 130 might be dry, which mayrequire speed or torque control as discussed above to reduce rollingwithout slipping. However, sand 130 may also be wet, possibly aftermaintenance or rain. In which case, the sand 130 may behave more likepavement 110 with respect to the performance of the LSV. The variednature of the terrain under various local or temporal conditions giverise to the need for more fine-grained control as discussed furtherbelow.

Green 135 could be considered similar to fairway 120 or tee 125.However, green 135 represents an area that requires a high degree ofcare or expense to keep the area in a pristine state. Thus, green 135could comprise operational profiles that simply exclude LSVs fromentering the area. However, green 135 might also include operationalprofiles that function based on the nature of the LSV. Said differently,the attributes of the LSV may be used to determine which operationalprofile should be used in conjunction with the area. For example, if theLSV is a golf cart, the operational profile may simply exclude the LSVfrom entering the area. However, if the LSV is a grounds-keepingvehicle, the LSV may be permitted to enter the area with reduce tirepressure to increase the contact surface area of the wheels to therebyreduce the pressure of the vehicle on the terrain and reduce theimpressions made in the terrain. In some embodiments, the LSV could be alawn mower used to maintain the area.

Water 140, similar to sand 130, is illustrated as a hazard. In the golfcourse context, a LSV would be restricted from approaching water 140 toclosely. However, it is also contemplated that other types of vehicles(e.g., drones, autonomous vehicles, lawn mowers, boats, etc.) might bepermitted to approach the area in and around water 140. Additionally,water 140 also provides an illustrative example of an area havingfeatures not yet discussed. More specifically, the area around water 140could comprise a flood plain, which may become critical during or afterrain. For example, during or after rain the features around water 140 orother terrains around environment 100, might change due to flooding; forexample, overflowing creeks and bridges could become impassible, orexperience other changes. In which case, the LSV could alter therestriction requirement of the operational profiles to further restrictthe LSV from entering the area. Alternatively, if water 140 could becovered in ice, in which case water 140 could have a correspondingoperational profile permitting the LSV to operate on the ice. Ifemergency conditions exist, the operational profiles could includeinstructions the define permitted paths to safety. Still further, water140 could have other conditions that could be important to one or morevehicles. Other local conditions could include waves, choppiness, waterdepths, or other conditions. Examples of water 140 could include a pond,water hazard, lake, ocean, beach, river, creek, stream, pool, or othertype of body of water.

Trees 150 are also presented as an additional terrain having interestingfeatures. Trees 150 represents an area that may be passible by LSV, butcould have tight spaces which could cause maneuvering to be difficult.In such cases, the operational profile for the terrain of trees 150 torestrict the speed of LSV to reduce risk of impact with one or moretrees. Further, having reduced speed, possibly rolling without slipping,will have a reduced impact of the natural environment around the trees.Additionally, in view the spaces where LSV may operate safely aredifficult to find, the corresponding operational profiles can includeone or more pre-programmed path that permit the operator to navigate theenvironment. Additional examples of restrictions that could apply in andaround trees 150 include restricting turn radius, preventing the LSVfrom going in reverse, permit only service vehicles, permit onlyauthorized operators in the area, or other features.

While environment 100 is mainly shown as a static environment, oneshould appreciate environment 100 could be quite dynamic as alluded toabove. Thus, the shapes or features of environment 100 could change withtime, weather conditions, natural events, man-made events, or otherfactors. Consider a case where the weather changes from clear to rainy.Pavement 110 might exhibit a significant change in friction, shift froma from dry, high friction terrain to a wet, low friction terrain. Thus,the corresponding operational profile might need updated. Alternatively,more than one operational profile could be obtained from which the LSVselects the most appropriate.

Environment 100 is illustrated as a single hole of a golf course. Still,one should appreciate the target working environment of an LSV couldvary in size, dimensions, elevation, or other factors. For example,environment 100 could be defined based on political boundaries (e.g.,zip codes, cities, etc.), geo-fenced boundaries, S2 cells, or othertypes of boundaries where the encompassed area could include a singletype of terrain to many types of terrains (e.g., 2, 5, 10, 100, or moreterrains). Of particular note, environment 100 could comprise a largernumber of neighboring terrains similar to the terrains in environment100. In such cases, the operational profiles can include rules orinstructions by which the LSV should shift from deployment of oneoperational profile to another. Such transition rules can be consideredto form an impedance match between terrains, which could includedeceleration instructions, tire pressure changes, or other types ofshifts in the operational profiles.

Where FIG. 1 presents a high-level overview of a potential operatingenvironment for and LSV, FIG. 2 provides a more detailed discussion ofan LSV. LSV 200 represents an acceptable electric low speed vehicleembodiment for use with the disclosure inventive subject matter. Exampleacceptable LSV 200 includes the Ayro, Inc. Club Car Current (see URLwww.ayro.com/club-car-current), which is currently on the market at thetime of this writing. LSV 200 is illustrated as a four-wheel vehicle.However, any practical number of wheels is also contemplated; two wheels(e.g., cycle configuration), three wheels (e.g., trike, etc.), and soon.

LSV 200 comprises one or more module configuration 205 permitting LSV200 to change its target purpose. Module configurations 205 can beconsidered to change the nature of LSV 200, which in turn can changewhich operational profiles are of most relevance, possibly based on theattributes of LSV 200. For example, in a flatbed configuration LSV 200could be operating as a grounds keeping vehicle. In which case, LSV 200may be permitted to operate in natural terrains; lawns, fairways,forest, or other natural terrains for example. However, in a cargoconfiguration, LSV 200 could be operating in a delivery capacity. Inwhich case, the corresponding operational profiles may permit LSV 200 tooperate at higher speeds, but only on paved surfaces.

In more preferred embodiments LSV 200 operates as a battery-poweredelectric vehicle. LSV 200 comprises at least one battery as representedby battery pack 210. Battery pack 210 can comprise one or morerechargeable battery (e.g., Li-ion, Li-polymer, Li—S, etc.). Further, insome embodiments, battery pack 210 could comprise one or more swappablebatteries to facilitate getting LSV 200 back in operation after abattery has drained. LSV further comprises a set of sensors 250 asrepresented by the small circles in FIG. 2 . While sensors 250 areillustrated disposed on or about LSV 200, the inventive subject matteris not so restricted. Rather, sensor 250 could be deployed remotely.Further sensor data could be obtained from any local or remote source(e.g., weather prediction, news events, etc.). Especially preferredsensors include at least one location sensor; a GPS unit for example.Still other types of location sensors could comprise image-based sensor,IMUs, wireless triangulation units, cellular network location units, orother types of location sensors. LSV 200 further includes a set ofcontrollable wheels 240 that are mechanically coupled with at least onecontrollable motor 230, which in turn is electrically coupled withbattery pack 210.

LSV 200 presents various configurations of wheels 240 and motors 230 fordiscussion purposes. In some embodiments, each of wheel 240 could have adedicated motor 230 in a manner that permits each wheel 240 to operateindividually, but also collectively under instructions of vehicularcontroller 220. Still, in other embodiments, a single motor 230 couldcouple to more than one wheel 240. For example, a single motor 230 couldcouple to an axel of LSV supporting two or more wheels where motor 230cause wheels 240 to rotate via a drive train. Thus, it should beappreciated that wheels 240 rotate in response to engagement of one ormore of motors 230. LSV 200 further comprises one or more vehicularcontroller 220, which provides instructions to motors 230 or wheels 240as well as governs other operational parameters of LSV 200.

FIG. 3 provides additional information regarding a vehicular controllerof contemplated LSVs. Controller 320 comprises a computing device havingat least one computer readable memory 330 (e.g., RAM, ROM, flash, SSD,hard disk drive (HDD), etc.) storing software instructions 331 thatconfigure the controller to take the actions described herein.Controller 320 further comprises one or more of processor 310 thatexecute the software instructions 331. In some embodiments, controller320 could comprise one or more off the shelf single board computers(e.g., Raspberry Pi, Arduino, PC-104, etc.) or a dedicated computingdevice. Controller 320 further communicatively couples to a set ofsensors 345, which may be disposed about the LSV. For example, sensors345 could be coupled with controller 320 via one or more buses ornetwork 315 (e.g., Universal Serial Bus (USB), wireless USB (WUSB),BlueTooth, controller area network (CAN), LAN, WiFi, etc.). Further,controller 320 can couple with one or more of motors 360, which in turncouple with the wheels of the LSV. As controller 320 executes itsactions it can instruct or control motors to take corresponding actions(e.g., increase torque, turn on, turn off, decrease torque, forward,reverse, etc.). While motors 360 are illustrated as coupling withvehicular controller 320 over bus/network 315, motors 360 could coupleto controller 320 over a separate connection or could couple viaindividual connections. For example, motors 360 could couple directly tocontroller 320 via connectors (e.g., pulse-width modulation (PWM), etc.)while power is supplied from the battery of the LSV.

Sensors 345 represent a broad spectrum of sensors capable of providingsensor data to controller 320 where the sensor data reflects the localconditions of the LSV or related to the LSV. Example sensors include,but are not necessarily limited to, one or more of the followingsensors: an accelerometer, a magnetometer, a piezoelectric sensor, amicrophone, a camera, a fluid sensor, an optic sensor, a hall effectsensor, a capacitance sensor, a resistivity sensor, a proximity sensor,a radio detection and ranging (RADAR) sensor, a light detection andranging (LIDAR) sensor, turning or turning radius sensor, tilt sensor,or other type of sensor. Although the plurality of sensors 345 areillustrates, in general, as being disposed on, in, or about the LSV, insome embodiments, one or more of sensors 345 could be a remote sensor ora remote source of sensor data. For example, a remote source of sensordata could comprise a web service that provides weather information orweather predictions. Further, sensors could be active or passive. Activesensors can continuously provide sensor input to controller 320 while apassive sensor might only provide input to controller upon request.

As can be appreciated from the broad spectrum of possible sensors 345,the corresponding sensor data can cover a broad spectrum of datamodalities. Said in a different way, the sensor data can represent awide variety of local conditions. Controller 320 can compile the sensordata, which may be a direct measure of the local environment (e.g., atemperature, a pressure, etc.) or may be an indirect measure of thelocal environment (e.g., a resistance, a capacitance, etc.), into localenvironment data reflecting the local conditions in which the LSV iscurrently operating or might be operating in the near future as it movesabout the environment or as time changes. Example types of localenvironmental data can include, but is not limited to, weather data,precipitation data, friction data, temperature data, time data, audiodata, image data, pressure data, tilt data, weight data, accelerationdata, video data, image data, or other type of data about theenvironment.

Location sensor 340 is explicitly called out as it has a special purposewith respect to the disclosed subject matter. Location sensor 340provides controller 320 location data associated with the LSV.Typically, the location data comprises a current location of the LSV inthe operating environment. However, it some embodiments, controller 320can calculate a possible future location of the LSV by deriving one ormore predicted values based on the movement, speed, direction, or othermovement attributes of the LSV. More preferred location sensors 340 caninclude a Global Positioning System (GPS) unit. However, other types ofsensors can also be leveraged to determine a location of the LSV in theenvironment. For example, the LSV could use image data or video data todetermine its location via one or more implementations of imageprocessing algorithms (e.g., simultaneous localization and mapping(SLAM), visual SLAM (vSLAM), neural networks, etc.) or recognitionalgorithms (e.g., QR codes, bar codes, markers, optical characterrecognition (OCR), etc.) where the environment has been provisioned withrecognizable markers. Still further, the LSV could leverage wirelesstriangulation to determine its location based on one or more wirelesstransmitters (e.g., cell towers, beacons, etc.).

While location sensor is illustrated as being deployed on controller 320or on LSV, in some embodiments location sensor 340 could be remote aswell. In such cases, the location data from location sensor 340 could beobtained by controller 320 over a network possibly via wirelesscommunication interface 350. More specifically, an environment couldleverage locally deployed cameras (e.g., security cameras, etc.), whichcan provide a video feed to a central server, which reports on anobserved location of the LSV.

The location data associated with the LSV could take on different forms.In some embodiments, the location data could comprise a local coordinatewithin the operating environment, possibly an address or a specificlocal coordinate for the environment's custom coordinate system. Stillin other embodiments, the location data could comprise a geo-locationrepresenting a wide area location relative to a broader location beyondjust the local environment or represent a world-wide geo-location (e.g.,longitude, latitude, S2 cell identifier, etc.). Thus, the geo-locationcould comprise a GPS coordinate or other form of global positioncoordinate. Regardless, controller 320 leverages the location data toobtain one or more operational profiles for the LSV.

Memory 330 stores one or more sets of software instructions 331, whichcould take on different forms as well. Software instructions 331 couldcomprise executable binary code, which is compiled from a high-levellanguage (e.g., C, C++, C #, etc.) and downloaded to memory 330,possibly via wireless communication interface 350. Further, softwareinstructions 331 could also be implemented as a script or program froman interpreted language (e.g., python, Java, perl, etc.). In morepreferred embodiments software instructions can be replaced, upgraded,modified or otherwise changed in the field via wireless communicationinterface 350 once suitable permission or security measures are inplace.

Beyond software instructions 331, memory 330 can also store other datastructures or assets of use by controller 320. More specifically, memory330 can store one or more of operational profile 333 retrieved from anoperational profile database. For example, as the LSV travels around theenvironment, controller 320 can query the operational profile databaseusing the location data obtained from location sensor 340. In response,controller 320 receives one or more corresponding operational profiles333 relevant for the location. In response, controller 320 instantiatesoperational profile 333 in memory 330. As the LSV continues to operatein the environment, controller 320 enforces the rules, criteria,conditions, requirements, or other features of operational profile 333.Especially preferred operational profiles comprise a torque profile thatgoverns the behaviors of motors 360 and thereby the contact surfaces ofthe LSV (e.g., wheels, etc.), which will be discussed in more detailwith respect to FIG. 5 .

Memory 330 also stores one or more of an instantiated local vehiclecontext 335. Context 335 represents the local conditions immediatelyaround the LSV, which could be used by controller 320 to adjust the howthe LSV operates according to the operational profile 333. Local context335 comprises information compiled from the environmental data obtainedor derived from the sensor data. Local context 335 does not necessarilyneed to include the actual environmental data, it could include theenvironmental data for bookkeeping reasons. Still, local context 335leverages the environmental conditions to determine the fine-grainedadjustments to make to operational profile 333.

In some embodiments, local context 335 can be manifested frominformation stored in operational profile 333. For example, operationalprofile 333 can include a set of permitted adjustments and correspondinglocal condition criteria according to which such adjustments aretriggered. A permitted adjustment could be represented digitallyaccording to one or more digital formats possibly including ExtensibleMarkup Language (XML), YMAL, JavaScript Object Notation (JSON), binary,script, table, or another digital format. As local conditions aresensed, the corresponding digital representation of the local context335 can be updated. Additional details of local context 335 will bediscussed with respect to FIG. 7 .

Memory 330 further stores wheel instruction set 337, which comprises aset of wheel instructions on how to control the contact surfaces of theLSV via one or more of motors 360. Depending on the nature of theimplementation, instructions 337 could comprise high level APIs throughwhich controller 320 generates desired actions or could include lowlevel instructions (e.g., setting values of registers that impact a PWM,etc.) causing motors 360 to take corresponding actions and, again,affecting the contact surfaces (e.g., tires, etc.) of the LSV.

One should appreciate the above discussion refers to the wheels of theLSV, while other forms of contact surfaces or modes of motion are alsocontemplated. The term “wheel” is used for the sake of discussion andthe sake of consistency with respect to the main example use case.However, it should be noted that motors 360 could be coupled with manyother forms of locomotion besides wheels depending on the nature of theelectric vehicle. For example, in the case of a boat or ship, motors 360may be coupled with a propeller, an impeller, a fin, a sail, or otherforms of water-based locomotion. Further, in the case of an aerialvehicle (e.g., manned vehicle, unmanned vehicle, etc.), motors 360 maybe coupled with a propeller, a ducted fan, a wing, a control surface, orother form of aerial control. Thus, wheel instruction set 337 can begeneralized and considered to represent a set of instructions targetingmotors 360, which in turn operate on controllable elements of thevehicle. Such more generalized instructions are euphemisticallyrepresented by operation instruction set 339. Therefore, in someembodiments, wheel instruction set 337 can be considered a subset ofoperation instruction set 339. Still, operation instruction set 339 caninclude instructions beyond controlling motors 360, possibly includingshifting weight of a payload, controlling tire pressure, controlling airconditioning, controlling wipers, controlling orientation (e.g., pitch,yaw, roll, angle of attack, etc.), or other type of control.

The elements stored in or otherwise instantiated in memory 330 are notnecessarily static data structures but could also comprise dynamicfeatures. Each element, in more preferred embodiments, may be permittedto change in real time as controller 320 observes its local environmentor receives information from a remote server. Therefore, the values inthe corresponding data structures could change or the elements couldcomprise executable codes that could change, possibly including swappingout executable modules, changing which APIs are called, or other formsof changes.

Further the elements stored in memory also provide an initial overviewof a flow of operations performed by controller 320. For example,controller 320 is provisioned with one or more of software instructions331 by which controller 320 functions. Controller 320 obtains locationdata from location sensor 340 and uses the location data to retrieve oneor more operational profiles (e.g., a torque profile, etc.) from aprofile database. Controller 320 further observes the local conditionsvia sensors 345 and creates local context 335 based on the environmentaldata obtained from sensors 345. Controller 320 could then createoperation instruction set 339, including wheel instruction set 337.Controller 320 could then execute the operational instructions,preferably in real time, to enable motors 360 to take correspondingactions (e.g., cause wheels to turn, etc.).

FIG. 4 illustrates a possible approach by which LSV 400 is able toretrieve an operational profile 425 from profile database 420.Operational profile 425 may typically comprises one or more of a torqueprofile by which the LSV vehicular controller generates commands for themotors of the LSV. Still, operational profile 425 may also include otherforms of operational capabilities beyond motor control.

In the example shown, LSV 400 obtains location data from at least onelocation sensor, where the location data could be digitally encoded indifferent ways. For example, the location data could comprisegeo-location coordinates, addresses, Google Plus codes (see URLmaps.google.com/pluscodes), S2 cell identifiers, geo-fence identifiers,zip codes, or other forms of location data. LSV 400 can package thelocation data as a query targeting the index schema of profile database420, possibly operating within profile server 410 remotely over network415. In the example illustrated, LSV 400 generates query 405 andtransmits the query over network 415 to profile server 410, possiblyover a cellular network. In response, profile server 410 receives query405 and, assuming authorization or permission is granted to LSV 400,submits a corresponding query to profile database 420. Note, the querysubmitted to profile database could be an unaltered form of query 405.However, it is also possible server 410 might translate or transformquery 405 to a format understandable by profile database 420. Profiledatabase 420 searches for records that have been indexed in a mannerthat satisfy query 405, especially satisfying the location datarequirements in the query. Once one or more records comprisingoperational profiles 425 have been found, the corresponding operationalprofiles 425 can be transmitted back to LSV 400 over network 415.

While query 405 could comprise only the location data, it is alsopossible query 405 could comprise other information about the LSV aswell, which may be used to further refine the result set from profiledatabase 420. For example, query 405 could further include an identifierof the operator of the LSV, where the identifier can be used to obtainoperational profiles to which the operator is permitted to use. Such anapproach may be advantageous for insurance reasons, training reasons,safety reasons, or other purposes. Further, query 405 could comprise aset of LSV attributes describing the nature of the LSV's purpose.Example attributes could include a current configuration of the LSV (seemodular configurations of FIG. 2 ), a current purpose of the LSV, an LSVidentifier, a date or timestamp (e.g., age of LSV, date of manufacture,etc.), a current condition of the LSV (e.g., battery charge level, wearand tear indications, etc.), or other LSV information. Such additionalquery conditions, beyond the location data, aid in further refining theresult set and thereby controlling the use of LSV 400.

While profile server 410 and profile database 420 are illustrated, moreor less, as a cloud-based infrastructure, is should be appreciated thatother forms of infrastructure are also possible. For example, LSV 400could have a local profile repository that could be consulted withoutrequiring communicating over network 415. In such cases, the vehicularcontroller of LSV 400 could operate as profile server 410 or profiledatabase 420. Such cases are useful when LSV 400 is operating in asingle, well-defined environment or operating in remote, unconnectedlocations. Still further, profile server 410 or profile database 420could be shared among multiple versions of LSV 400. In which case, eachLSV 400 could be a peer in a peer-to-peer network, where each LSV 400could operate as the server or database for others via a local network(e.g., ad-hoc, P2P, mesh, LAN, WAN, etc.).

FIG. 5 presents a more detailed view of operational profiles that can beleveraged by the disclosed LSVs. Profile database 520 represents a datastore housing one or more of operational profiles 526A through 526N,collectively referred to as profiles 526. Each profile in profiles 526is preferably indexed by one or more of location index 525A through525N, collectively referred to as indices 525. Profile database 520 canstore profiles 526 in many different ways. Still, in more preferredembodiments, each profile of profiles 526 can be retrieved based on alocation-based query. For example, profiles 526 can be directly indexedvia corresponding coordinates (e.g., longitude, latitude, etc.).Further, indices 525 could representing an indirect set of indicesderived from a location coordinate; possibly where a geo-location isconverted to a geo-fence identifier and where indices 525 couldcorrespond to geo-fence identifiers. In some embodiments, profiledatabase 520 could operate as a torque profile database where profiles526 are torque profiles.

In the example shown, each profile has a single index. However, itshould be appreciated that a single profile could be indexed viamultiple indices where a single profile might be relevant for more thanone location. Such use cases are advantageous because it provides forcreating a template profile or a default profile that could apply tolocations have common features (e.g., desert, nature park, etc.).Further, a single index could link to more than one profile of profiles526. Such an approach provides for nested or layered operationalprofiles for a single location. Profile database 520 can be implementedvia different ways possibly including an SQL database, look-up table,hash table, file system, or other technique providing indexed data. Insome embodiments, the profile database 520 may operate in a remoteserver over a network. However, it is also possible to place or storeprofile database 520 in the memory of the vehicular controller (e.g.,FIG. 2 , controller 320's memory 333, etc.).

Beyond location indices 525, each of the operational profiles can carryadditional information as represented by metadata 530 or attributes 535.Queries targeting profile database 520 may also be formed based on themetadata 530 or attributes 535. Thus, the queries can become morecomplex than merely comprising location data. In response to morecomplex queries, database 520 generates a result set of profiles 520that satisfy the query, including providing profiles having metadata 530or attributes 535 that satisfy the query. Metadata 530 represents datadescribing the nature of the data related to the profile (e.g., creationtime, data size, data formatting, version number, etc.). Attributes 535provide additional information related to the overall profile and couldinclude a profile owner, relevant vehicle information (e.g., make,model, year, etc.), target weather conditions, or other information.

Profile 526, in more interesting embodiments, include one or more oftorque curves 540. Torque curves 540 provide details to the LSVvehicular controller on how to manage the torque of a motor in order todrive one or more wheels of the LSV. Thus, the vehicular controller usestorque curves 540 to determine or otherwise establish commands orinstructions submitted to the motors (e.g., setting register values,setting PWM values, etc.). Further, torque curves 540 can also compriseone or more curve criteria 543 by which the LSV vehicular controllerdetermines which curve to use or even which portion of a curve to use.For example, curve criteria could comprise instructions on which ofcurve 540 to use when raining or what point on the curve to use whenstarting or stopping the LSV. Yet further, curves 540 can comprise oneor more operational envelopes 541 that sets a boundary around acorresponding curve. Envelopes 541 may be used to set boundaryconditions that should not be exceeded when applying torque to themotors given a set of conditions. While envelop 541 may be used to setrestrictions, the restrictions are not required to be on or off butcould be based on a spectrum of conditions. For example, envelope 541may be exceeded based on current conditions (e.g., emergency, weather,etc.).

One should appreciate that torque profiles could apply to differentwheel configurations. In some embodiments, a torque profile may onlyapply to a single motor driving a rear-wheel drive LSV. In someembodiments, a motor can engage a single axel via a reduction drivetrainor transmission (e.g., 13 to 1, etc.). Further a torque profile couldapply to a single motor. Thus, for example, a four-wheel vehicle couldcomprise four hub motors that each drive a single wheel. Such anapproach is advantageous because it permits each motor to operate underdifferent profiles, possibly in cases where one set of wheels are on onetype of terrain (e.g., grass) while another set of wheels are on adifferent type of terrain (e.g., sand). Said differently, the torqueprofiles may apply to a single motor to account for more than one, two,three, or more terrain types. Therefore, torque profiles may apply to awheel-by-wheel basis, motor-by-motor basis, axel-by-axel basis, or otherpractical configurations. Additionally, more than one torque profile maybe applicable to a single motor so that two, three, five, 10, or moreprofiles may be returned from profile database 520.

While torque curve 540 is illustrated as radial speed, in radians persecond, versus torque (T), there is no restriction on how the curve canbe represented in a digital format. For example, torque curve 540 canfurther comprise a torque adjustment curve that governs how motorsshould behave with respect to torque from one point in time to another(e.g., starting, stopping, accelerating, decelerating, etc.). Suchadjustment curves are advantageous especially when local conditionschange due to shifts in terrain as the LSV moves from area to area, tochanging weather conditions, to safety concerns, or other factors. Ofnote, the adjustment curves can include acceptable torque as a functionof time. In such cases, envelope 541 may include restrictions withrespect to the rate at which torque is applied or changes. Thus, thetorque adjustment curves may include acceptable rates of change inapplied torque based on time, or higher derivatives in time (e.g.,2^(nd) order derivatives, 3^(rd) order derivatives, 4^(th) orderderivatives, etc.). Such higher order derivatives in time may be used inconjunction with other operational parameters beyond torque as well. Oneadvantage of using higher order derivatives includes smoothingtransitions from one state of operation to another state by ensuring thechanging operational parameters from state to state have matching orsimilar values of higher order derivatives at a specific time or duringa transition period even as the lower order derivatives change.Interestingly, a path taken mathematically to create a match for higherorder derivatives for a specific action (e.g., acceleration, etc.) doesnot have to be the same, albeit reversed, path taken when performing anopposite action (e.g., deceleration, etc.). Thus, there can be ahysteresis between such paths. Said differently, the ramp down behaviorof a set of operational parameters (e.g., speed, etc.) does not have tobe the same as the ramp up behavior.

In some embodiments, profile 526 can further include context template537 representing rules or instructions by which the vehicular controllermay adjust the corresponding operational parameters of the LSV. Contexttemplate 537 can comprise a set of triggering events that cause specificactions or operational adjustments to take place. One should appreciatethat context template 537 might not have actual values for eventtriggers, but rather one or more sets of criteria by which the eventsare triggered. More specifically, as the vehicular controller observesthe local environment via sensor data, the vehicular controller can usethe sensor data to determine which triggers should fire or to determinewhich set of criteria for triggering the event is most relevant at acurrent instant in time. Context template 537 can be encoded as a markupfile, script, or other machine-readable format. Further, contexttemplate 537 can be defined in terms of the operational curves (e.g.,torque curve 540), especially with respect to envelope 541 to ensureoperational parameters do not exceed defined limits. Additional detailsregarding local contexts, possibly based on one or more of contexttemplate 537 are described with respect to FIG. 7 .

Although FIG. 5 focuses on torque, one should appreciate profiles 526can include other operational profiles beyond torque or in addition totorque. In a similar vein, where torque curves 540 apply to theoperational parameter of torque, operational profiles can include othertypes of operational curves as well as the criteria triggering when suchoperational curves are employed. Thus, operational profiles can includeparameters including one or more of the following in addition oralternatively to torque: tire pressure, battery discharge rate, batteryrecharge rate, air conditioning use parameters, electrical loading,weight or loading parameters, or other types of operational parameters.As an example, consider tire pressure. In some embodiments, the LSV canbe equipped with self-inflating tires. As the LSV traverses variousterrains, the vehicular controller can consult an operational profileprovisioned with tire pressure parameters and thereby generate one ormore instructions to change the pressure of the corresponding tire orwheel. The pressure may be increased to reduce friction to ensureoptimal performance on solid surfaces (e.g., pavement, etc.).Additionally, the pressure may be decreased on softer surfaces (e.g.,sand, mud, lawn, etc.) to enhance friction for better grip.

FIG. 6 provides an overview of how operational profiles may be used inrelation to a geolocation of an LSV. FIG. 6 provides two exampleuse-cases: geolocation fence management 610 and S2 cell locationmanagement 620. Starting with a focus on geolocation fence management610, consider the area as illustrated, a golfing fairway and greensimilar to environment shown with respect to FIG. 1 . As discussedpreviously, such environments may have multiple terrain types or otherenvironment zones. In the example shown, there are two main zones: a setof geofence exclusion zones 612 and at least one geofence permitted zone614. As suggested by their names, exclusion zones 612 are constructed torestrict an LSV from entering such zones; say exclude or restrict an LSVfrom driving on the green or be restricted from operating in the naturalarea. While it is possible to simply have a NULL set of operationalprofiles for such zones when the LSV enters the zone, it is alsopossible to have a set of operational profiles that explicitly providecommand infrastructure for the motors, wheels, or other features of theLSV. For example, operational profiles from exclusion zones 612 mightinclude operational adjustment curves that require the LSV to decelerateto zero speed when entering the zone. Further, the correspondingprofiles might only permit the LSV to move in a direction toward aclosest boundary of the zone to allow the LSV to leave the area, perhapsslowly (e.g., less than 5 mph, etc.) coupled with rolling withoutslipping. Interestingly, in such situations, the local context becomesmore important to further refine how the LSV behaves. More specifically,instructions for the motors, wheels, or other operating features may berefined to account for the orientation of the LSV to determine whichdirections are forward or backward, to account for safety or emergencyconsiderations, to account for actions taken by the operator, or toaccount for other factors. Use of geofences provides for course grainedcontrol over operational profiles, but also provides for creating welldefined boundaries that are more natural to the environment.

Example techniques for managing geofences include those provided byGoogle® Geofencing API (see URLdevelopers.google.com/location-context/geofencing). From a practicalsense, an LSV's location data (e.g., GPS geolocation, observed location,etc.) may be used to identify a specific geofence zone, possibly havinga zone identifier. The zone identifier may be used as a geofence queryto one or more profile databases to retrieve a result set of relevantoperational profiles. As illustrated in the geofence location managementexample, such zones may be nested, overlap, or otherwise impact eachother. In such cases, operational profiles may be given priority values,possibly as an attribute of the profiles, to allow the vehicularcontroller to determine which profile should take precedence over others(e.g., higher value is high precedence, lower value is high precedence,etc.).

Turning toward S2 cell location management 620, the same environmentcould be tessellated with area cells as illustrated. S2 cells representa method by which an area may be partitioned into cells using a Hilbertcurve. An advantage of S2 cells is each cell has a unique, well-definedidentifier where neighboring cells have similar identifiers due to thenature of the Hilbert curve. This is advantageous because it permits acomputer system to use identifiers or portions of the identifiers tofind neighboring cells, which in turn, permits the disclosed systems(e.g., see profile database 420 in FIG. 4 ), to find profiles for atarget cell or group of related cells. Example techniques describing S2cells and identifiers may be found at URLs s2geometry.io andgithub.com/google/s2geometry.

The cells may overlap or not overlap as desired by the targetimplementation. In more preferred embodiments, the cells completelycover the target environment as illustrated. Further, in principle largegeographic regions (e.g., city, zip codes, counties, states, countries,continents, the entire planet, etc.) could be covered via such cells. Inview that each cell has a unique identifier, corresponding operationalprofiles may be indexed by the cell identifiers, possibly using ahierarchical tree data structure. Thus, queries having an identifier ofa course grained cell can return a result set of profiles for morefine-grained cells related to the identifier. Thus, a single cell mightreturn a single profile, multiple cell profiles 626 as illustrated, noprofiles, or even profiles from neighboring cells as well as a targetcell.

Similar to geofence location management 610, S2 cell location management620 can include different types of zones, which could impact the natureof the corresponding operational profiles. For example, some cells maybe identified as exclusion cells 622, which restrict operation of theLSV as discussed above. Alternatively, cells may be identified aspermitted cells 624 where the LSV operation is not restricted or hasless restrictions. FIG. 6 presents two types of zones, permitted zonesand excluded zones; however, zones may be defined according to anypractical schema. Example zone definitions or categories could includemaintenance zones, safety zones, grounds-keeping zones, emergency zones,or other types of zones. In such cases, operational profiles coulddefault to the corresponding zone's default profile definition ordefault template if no a priori defined profiles exist for the targetarea. Use of S2 cells are advantageous from the perspective of fastmemory look-up based on cell identifiers and the ability to tessellatean area. However, S2 cell may be less advantageous because they do notnecessarily provide for fine-grained alignment to natural boundaries.Thus, in some embodiments, a hybrid approach of using geofences todefine a zone and then using S2 cells to tessellate a zone may be ofhigh value.

There are additional technologies that may be employed for zonemanagement beyond geofencing and S2 cells without departing from thenature of the inventive subject matter. Examples include use of Google®plus codes, which operate somewhat similarly to S2 cells (see URLmaps.google.com/pluscodes). Example map management technologies includeGoogle® maps API or Microsoft® Intelligent Maps API both offersexecutable services providing access to maps. Further, OpenStreetMapoffers access to a user created set of map-related services via anopen-source model (e.g., see URL www.openstreetmap.org).

FIG. 7 illustrates a possible approach for use of a local vehiclecontext 700 to refine actual functionality of an LSV based on anoperational profile. Local context 700 can be considered a set ofdigital local environment data 757 obtained from a set of sensors 750(e.g., sensors 750A through 750N, etc.) as well as various rules. As thevehicular controller collects sensor data 755 from sensors 750, thevehicular controller builds up, derives, or otherwise compiles thecorresponding environmental data 757 for use with local context 700.Local vehicle context 700 can take on a broad spectrum of forms. Forexample, local vehicle context 700 could comprise a base, but empty,template (e.g., XML, YAML, JSON, etc.) found within the correspondingoperational profiles where the template has rules, values, code,scripts, or other programmatic features the vehicular controller may useto create a provisioned local context. In the example shown, localvehicle context 700 comprises a set of sensor triggers 720 by which thevehicular controller may (or might not) take action. Sensor triggers 720are presented to illustrate that environmental data 757 or sensor data755 can operate based on many different types of data including textvalues, integer values, derived values, calculated values, floatingpoint values, or other types of values. Further, sensor data 755 and theresulting environmental data 757, in more preferred embodiments, may becollected in real-time where the vehicular controller can take immediateaction based on the observed state of the LSV. As an example of the dataflow, sensor data 755 may include a data from a moisture detector, whichreturns a value of 0 to 255. The corresponding environmental data 757could simply include the exact same value, possibly as a pass through.However, environmental data 757 could also be the derived value“RAINING” which may be derived by converting the raw value to thederived value via a corresponding conversion function, possiblyimplemented as a look-up table or as a set of rules.

While the above immediate discussion indicates local context 700 couldbe a template provided by a corresponding operational profile, oneshould appreciate that such an implementation is not the only techniquefor implementing local context 700. In other embodiments, the vehicularcontroller can have a local context agent (e.g., software, modules,etc.) that executes on the vehicular controller. The local context agentcan monitor the local environment conditions and then submit theconditions (e.g., via API, via memory mapped 10, etc.) to an executingprofile. The profile itself, also possibly operating as an agent, task,thread, or other set of instructions can then generate appropriateinstructions for execution. Thus, local context 700 could be consideredas an integral part of an operational profile or could be a distinct setof code from a corresponding operational profile, but yet able toinformationally couple with the operational profile. Such communicationsmay also be bi-directional.

As sensor data 755, and the corresponding environmental data 757, flowsinto the vehicular controller, the vehicular controller monitors sensortriggers 720, which may operate as listeners. When the vehicularcontroller determines that one or more of sensor triggers 720 have rulesthat are satisfied by the local environmental data 757, or other data,the vehicular controller can then generate a corresponding set ofinstructions (e.g., motor instructions, wheel instructions, operatinginstructions, etc.) according to the corresponding operational profileas by informed local context 700. For example, one or more operatinginstructions may be registered with the corresponding listeners forsensor triggers 720. Thus, when the listener has its correspondingcriteria satisfied, the instruction can be executed, compiled, submittedto the target device, or otherwise prepared for execution.

In the example shown in FIG. 7 , a set of operational instructions arepresented as a set of operating adjustments 730. Operating adjustments730, in addition to being executable commands, can be also considered aset of changes to the operating conditions of the LSV. For example,during operation a tire pressure might be increased in units of 10% perunit time as the LSV transitions from one terrain type (or zone) toanother until a desired pressure is achieved. It should be appreciatedthat the operating adjustments can take on a wide range of possibleoperating instructions, possibly including a stop instruction, a shiftload instruction, an accelerate or decelerate instruction (e.g.,increase or decrease torque, etc.), an operator notificationinstruction, a battery charge instruction, or other type of instructionrelating to the operational parameters of the LSV. Still furtheroperating adjustments 730 could leverage electromagnetic braking, whichmay be used to recharge the batteries of the LSV. In the example shown,when the vehicular controller detects a downward slope, the controllermay automatically engage electromagnetic braking to control the speed ofthe vehicle, possibly for safety reasons, and to recharge the batteries.Although the corresponding sensor trigger 720 for electromagneticbraking is illustrated as a single criterion, any practical number ofcriterion may be combined to form the trigger (e.g., speed, position,orientation, operator, battery level, etc.).

Recall the LSV can have many different types of configurations wheremotors impact the performance of one, two, or more wheels. Thus, a setof wheels (e.g., one, two, three, four, or more wheels) can operateindividually or collectively based on their corresponding motor ormotors. In such cases, the instructions generated by the vehicularcontroller could comprise different instructions for two differentwheels at the same time. Additionally, the different instructions may berepresentative of two (or more) different terrain types. This isconsidered advantageous in cases similar to where an LSV might be stuckhalfway into a ditch or sand and still be halfway on pavement forexample. More specifically, the tire pressure for the sand wheels mightbe decreased for better grip, while torque on the pavement wheels mightbe increase because those wheels have more established contact with thesurface. Thus, the result can include instructions for the motors toturn the wheels in a manner the promotes rolling without slipping.

Once a set of operating instructions have been established, or areinstantiated in real time, the vehicular controller executes the set ofinstructions to thereby enable the corresponding operating features ofthe LSV to take action. For example, in the specific example of motortorque as an operating parameter, the controller executes the generatedset of wheel instructions to enable the motors to cause the set ofcontrollable wheels to take the desire corresponding action.

The above discussion has mainly focused on wheel-based LSVs. However,the described inventive subject matter is also applicable to other typesof electric vehicles in view that nearly any kind of vehicle havingmotor-driven propulsion could leverage the location-based operationalprofile management features. Example vehicles can include boats, ships,planes, drones, autonomous vehicles, motorcycles, single wheeledvehicles, unmanned vehicles, fan driven balloons, zeppelins, lighterthan air crafts, snowmobiles, or other types of devices. Thus, byextension, motors do not necessarily have to be coupled to wheels, butcould be coupled to other types of propulsion (e.g., treads, impellers,ducted fans, water or air propellers, robotic legs, etc.). Considerdrones as an example. Electric drones are used for many purposes fromhobby use-cases to military use-cases. Location-based operationalprofiles for such drones could include profiles to control maximumrotation speed of the drone's propellers in order to reduce noise (e.g.,over a neighbor, over an active battlefield, etc.). Further, suchrestrictions can be further modified based on the local context,possibly based on ambient noise levels (e.g., raining, battle noise,highway noised, etc.), to alter the restrictions. More specifically, ifthe local ambient noise is high, then the local context might modify thevalue of the maximum rotational speed by permitting the drone to liftmore, move faster, or otherwise have faster rotational speeds. Thus, inadditional to other use-cases, the inventive subject matter isconsidered to include noise abatement.

In a somewhat similar vein to drones, the disclosed techniques could beused for lawn care devices (e.g., lawn mowers, robots, etc.) includingrobotic lawn mowers or other types of autonomous devices. Rather thanmerely have a robot perform a single task in a bounded area, the robotcan consult operational profiles for an area and possibly modify theprofile based on the local context to proceed with designated tasks.Returning to the environment of FIG. 1 , a robot or a fleet of robotscould tend to the various terrains in the environment. For example, asingle automated lawn mower could use the profiles to determine whichtype of blades to use for the type of grass or what height the bladesshould be for the type of grass. As the mower shifts from the fairway tothe pavement, the blade deck can be raised to permit faster movement.Thus, operational profiles may be used to fine-tune how automateddevices operate in an environment and further refine operationalparameters based on the local conditions or contexts. Additionally, thelawn care example also illustrates the operational profiles can be usedto manage non-propulsion features (e.g., the lawn mower blade, bladedeck, etc.).

Up to this point in the discussion regarding the inventive subjectmatter, the disclosed techniques have been presented from theperspective of a single LSV. In addition to managing the operationalparameters or performance of a single LSV, fleets of LSVs could also bemanaged via these techniques. Thus, many LSVs, or other types ofelectric vehicles, can work together in concert to create a globallyoptimized set of operational tasks. For example, multiple devices (e.g.,a set of heterogenous device, a set of homogenous devices, etc.) couldbe optimized to reduce overall costs of charging, to reduce time toperform global activities (e.g., ground care, etc.), to increasecoverage per unit time on surveillance footage, or other factors. Insuch widely varied multi-device use cases, each device could be governedby a single profile for a target zone and then modify the profiles forlocal conditions or each device could obtain a profile that it mostrelevant to its local area. Such approaches permit multiple devices towork together without conflicting with each other by sharing workloadsor cooperating with each other. Returning to the lawn mower and golfcourse example in FIG. 1 , multiple, possibly automated lawn mowers,could share mowing the fairway to reduce the amount of time necessary tocomplete the task. Further, an automated charging station could travelaround the environment to automatically swap or charge batteries of thelawn mower so they do not have to spend time traveling to and from acharging station. Yet further, operational profiles could permit orrestrict the number of devices in a specific area (e.g., proximity toeach other, density of devices, etc.) to reduce potential interferencewith each other, to reduce wear on the terrain, to improve thelogistics, or other factors.

Yet another interesting use case of the operational profiles relates tocommunications. Recall, in FIG. 3 , the disclosed vehicular controlleris shown as having a wireless communication interface (i.e., wirelesscommunication 350). In some multi-device embodiments, it is possiblethat an environment might not permit all devices to access a centralserver or cloud infrastructure. In such cases, the vehicular controllerscan establish a mesh or adhoc network for distributing operationalprofiles. For example, one or more LSVs that do have access to theprofile database can download necessary profiles that are relevant toLSVs that are not connected to the profile database. Then, the profilescan be distributed to the various unconnected LSVs via the mesh or adhocnetwork via the wireless communications interface. Thus, LSVs canoperate as a hub or proxy profile database or server.

In view an operating environment can be quite varied or there can bemultiple vehicles operating in the same environment, there can be quitea diversity of operational profiles and/or corresponding local contexts.The diversity and possibly large number of profiles could be quitedifficult to manage. Therefore, the inventive subject matter isconsidered to include infrastructure to support management ofoperational profiles. In more preferred embodiments, one or more webservices (e.g., dashboards, APIs, etc.) are provided by whichstakeholders are able to create or otherwise manage profiles. Suchmanagement services may be hosted on a local computer system, possiblyfor a fee, by which an environment manager can manage profiles oracceptable local contexts. In other scenarios, the services could behosted on cloud-based systems, possibly accessed in exchange for asubscription fee. Preferred services offer multiple management functionsincluding monitoring LSVs, inventorying LSVs and their individualcapabilities or features, logging events generated by LSVs especiallywhen the local context gives rise to potential conflicts about LSVs orwith operational profiles, alerting stakeholders of specified events,reporting on conditions associated with one or more LSVs, recovering anLSV should adverse events take place, securing LSVs against unauthorizedaccess or use, or engaging in other management functions.

Security can be considered a very interesting feature relating to thedisclosed location-based profile management system. Operational profilescan further include security requirements, possibly in real-time, asLSVs move from position to position in an environment or as operatorschange. Thus, the operational profiles can include restrictions relatingto the operator, who may be required to authenticate themselves whenoperating the LSV. Operational profiles can be provisioned with securityfeatures possibly including operator credentials or security protocolsfor establishing use (e.g., public key infrastructure (PKI), hash-basedmessage authentication code (HMAC), Secure Sockets Layer (SSL),certificates, multi-factor identification, etc.). In some embodiments,an operator could be given a keyfob having a specific radio-frequencyidentification (RFID) value. The LSV's operational profile can beprovisioned with the expected RFID value so that only the specifickeyfob will permit access, assuming the LSV is equipped with a RFIDreader. Interestingly, RFID readers also permit inventorying equipmentloaded in the LSV to ensure it is able to perform a targeted task wherethe equipment is considered to have RFID tags.

Operational profiles can be provisioned with features that are dictatedby external authorities possibly accounting for local laws, governmentregulations, existing standards of operation, or other factors. Forexample, templates for operational profiles in national parks can beprovisioned with a priori restrictions where LSVs can operate safely orunder what conditions the LSV should operate to protect the operator,the vehicle, or the natural terrain. Thus, the operational profiles canbe based on various requirements including performance goals, economicgoals, task goals, evidence of use goals, adherence to standards, orother factors.

LSVs may also be equipped with one or more displays that enable a localstakeholder or operator to interface with the vehicular controller.Displays can be configured to render one or more aspects of theoperational profiles or local contexts so that the operator is able todetermine how best to utilize the LSV. Further, providing profileinformation to the operator enables the operator to understand underwhat circumstances or restrictions the LSV is operating. For example, asan LSV is approaching an environmental feature (e.g., a change in zone,a change in terrain, etc.), the display can notify the operator ofpotential changes in behavior of the LSV. Again, returning to FIG. 1 fora more specific example, as an LSV approaches the steep hill asdetermined from the heading and speed of the LSV, the display canindicate the steep hill has a restricted area or display an acceptablepath through to take the hill. Further, the display can presentwear-leveling information to the operator, which is especially useful insensitive zones or in multi-device environments.

Use of the LSV is not restricted to just the behavior of the LSV itself.In addition to the operational parameters of the LSV, operationalprofiles can be provisioned with implementations of one or morerecognition algorithms (e.g., OCR, SIFT, action recognition, patternrecognition, etc.). OpenCV (see URL opencv.org) or SciKit Learn (see URLscikit-learn.org/stable) offer many different types of patternrecognition algorithms, including machine learning algorithms that canbe leveraged to identify patterns or items in an environment. Suchfeatures are advantageous to identify specific uses of an LSV based onactual operator behavior. For example, should an operator use the LSV inan unacceptable manner, the operational profile can be used to interruptor stop the observed behavior. In addition, a warning can be rendered onthe display of the LSV. Such observations can be based on multipleoperating parameters of the LSV including speed, orientation, position,turning radius, location, path, or other sensed parameter of the LSV.

Referring to FIGS. 8-16 , examples of systems and methods for providingand controlling an electrical vehicle to minimize environmental impactsby using environmental impact cancellation systems are described. Asshown in FIG. 8 , in addition to using the local environmental data asdescribed above, the controller of a vehicle collects environmental dataincluding data of environmental impacts generated by the vehicle, anddetermines corresponding environmental impact cancellation systems forcancelling the environmental impacts generated by the vehicle. As shownin FIG. 9 , various environmental impact cancellation systems may beused to cancel corresponding types of environmental impacts of avehicle, including for example, surface impact, electromagnetic impact,noise impact, thermal impact, visual impact, any other suitableenvironmental impact, and/or a combination thereof. FIGS. 10-15illustrate impact cancellation systems and methods for specific types ofenvironmental impacts. FIG. 16 illustrates systems and methods forminimizing combined environmental impacts using multiple environmentalimpact cancellation systems for respective types of environmentalimpacts.

Referring to FIG. 8 , an example method 800 for providing andcontrolling an electrical vehicle to minimize environmental impactsusing environmental impact cancellation is illustrated. The method 800begins at block 802, where a first component of a vehicle is provided.The first component may be any component of the vehicle that may createan environmental impact when the vehicle is traversing an environment.In an example, the first component includes a front tire or a back tireof the vehicle, which creates surface impacts (e.g., tire tracks) whenthe vehicle is traversing. where the environment. In another example,the first component includes various electronics of the vehicle, whichcreates electromagnetic impacts (e.g., electromagnetic fields of variousfrequencies, amplitudes, and phases) when the vehicle is traversing. Inyet another example, the first component includes components creatingnoises (e.g., tires moving on the pavement, engines, horns) when thevehicle is traversing. In yet another example, the first componentincludes thermal elements of the vehicle that creates thermal impacts tothe environment. In yet another example, the first component includesexternal surfaces of the vehicle that creates visual impacts to theenvironment.

Method 800 may proceed to block 804, where a second component of thevehicle is provided based on the first component. The second componentmay be designed based on the first component or the environmentalimpacts caused thereby. The second component may be used by thecontroller to reduce or eliminate the environmental impact created bythe first component. In an example, the second component includes atrailing tire provided based on the leading tire (e.g., firstcomponent). The trailing tire may include a tread pattern based on thetread pattern of the leading tire for cancelling the tire track of theleading tire, e.g., using an inverse tread pattern of the tread patternof the leading tire. The controller may control the vehicle such thatthe trailing tire follows the leading tire for cancelling the tire trackof the first tire.

In another example, the second component may be associated with anelectromagnetic impact cancellation system based on the first componentthat generates electromagnetic impacts. The second component may includevarious electronic components (e.g., coils, cables) of theelectromagnetic impact cancellation system for generating anelectromagnetic cancellation field of particular properties (e.g.,frequencies, amplitudes, phases) to cancel the electromagnetic impactsgenerated by the first component.

In yet another example, the second component may be associated with anoise impact cancellation system based on the first component thatgenerates noise impacts. The second component may include variouselectronic components (e.g., noise cancelling circuits includingpre-amplifiers, delay or all-pass filters, summing amplifiers) of thenoise impact cancellation system, which may generate noise impactcancellation sounds of particular properties (e.g., frequencies,amplitudes, phases) to cancel the noise impacts generated by the firstcomponent.

In yet another example, the second component may include components of athermal impact cancellation system (e.g., ventilation components,shading components) for cancelling thermal impacts of the firstcomponent. In yet another example, the second component may includecomponents of a visual cancellation system (e.g., surface displaycomponents) for cancelling visual impacts of the first component.

Method 800 may proceed to block 806, where a controller of the vehiclecontrols the vehicle to traverse the area. Block 806 may include variousprocesses for performing vehicle control, e.g., using an operationalprofile. For example, at block 808, the controller may collect, usingsensors, local environmental data of the area, and at block 809, thecontroller may determine the vehicle configurations, including e.g., thepayload subsystem configurations. At block 810, the controller maydetermine an operational profile based on the collected information,e.g., the local environmental data (including e.g. terrain types) andvehicle configurations. At block 812, the controller may control thevehicle using the determined operational profile.

Method 800 may proceed to block 814, where a first environmental impactto the area is created by the first component. Method 800 may proceed toblock 816, where the controller may control the vehicle to reduce oreliminate the first environmental impact. Block 816 may include variousprocesses for performing environmental impact cancellation. For example,at block 818, the controller may collect first environmental impact dataassociated with the first environmental impact. As shown in the exampleof FIG. 9 , controller 220 may collect environmental impact data usingsensors 250. In an example, a surface impact sensor 902 (e.g., a camera)may be used to collect data for a surface impact including a tire trackcreated by a leading tire. In another example, an electromagnetic fieldsensor 904 may be used to collect data for electromagnetic impact of thevehicle. In yet another example, a noise sensor 906 may be used tocollect noise impact of the vehicle. In yet another example, a thermalsensor 908 (e.g., on or around external surfaces of the vehicle) may beused to collect thermal impact of the vehicle. In yet another example, avisual impact sensor 910 (e.g., a camera) may be used to collect visualimpact of the vehicle.

As shown in the example of FIG. 8 , block 816 may include process ofblock 820, where the controller determines an environmental impactcancellation system based on the first environmental impact data. Asshown in the example of FIG. 9 , controller 220 may determine a surfaceimpact cancellation system 912 in response to a determination that thefirst environmental impact data includes surface impact data, anelectromagnetic impact cancellation system 914 in response to adetermination that the first environmental impact data includeselectromagnetic impact data, a noise impact cancellation system 916 inresponse to a determination that the first environmental impact dataincludes noise impact data, a thermal impact cancellation system 918 inresponse to a determination that the first environmental impact dataincludes thermal impact data, and a visual impact cancellation system920 in response to a determination that the first environmental impactdata includes visual impact data. It is noted that in some embodiments,the controller may collect multiple types of environmental impact dataand in response determine multiple environmental impact cancellationsystems. As discussed in detail with reference to FIG. 15 below, inthose embodiments, the controller may control the vehicle and themultiple environmental impact cancellation systems to minimize thecombined residual environmental impacts.

Block 816 may include process of block 822, where the controllercontrols the vehicle and the determined environmental impactcancellation system (e.g., based on first environmental impact data,local environmental data, and vehicle configuration) to reduce the firstenvironmental impact. In other words, a first environmental impactcancellation process is performed by the controller, using thedetermined environmental impact cancellation system, to reduce the firstenvironmental impact to a residual environmental impact. In an example,the controller may control the vehicle using an operational profile forthe determined environmental impact cancellation system, where theoperational profile may be based on the first environmental impact data,local environmental data, vehicle configuration, other suitable data,and/or combination thereof.

Method 800 may proceed to block 824, where the controller collects,using the sensors, residual environmental impact data after theenvironmental impact cancellation process is performed. Method 800 mayproceed to block 826, where the controller analyzes the residualenvironmental impact data and determines the effectiveness of the firstenvironmental impact cancellation process. Based on the analysis, thecontroller may perform a second environmental impact cancellationprocess (e.g., using an updated operational profile with updatedoperational parameters) using the determined environmental impactcancellation system, making adjustments to the process (e.g., based onthe residual environmental impact data, first environmental impact data,local environmental data, vehicle configuration, and/or a combinationthereof) to further minimize the environmental impact. In variousembodiments, the updated operational profile may be generated usingmachine learning model that has been previously trained using data forreducing various environmental impacts under various environments andvehicle configurations.

Referring to FIG. 10 and FIG. 11 , an example method 1000 for providingand controlling an electrical vehicle to minimize environmental impactsusing surface impact cancellation is described. As shown in FIG. 10 ,method 1000 begins at block 1002, where a first tire having a firsttread pattern is provided. Referring to FIG. 11 , an example a firsttread pattern 1102 is illustrated. Method 1000 may proceed to block1004, where a second tire is provided based on the first tire, e.g., thesecond tire having a second tread pattern (e.g., tread pattern 1104 ofFIG. 11 ) based on the first tread pattern (e.g., tread pattern 1102 ofFIG. 11 ). The second tire may be configured to reduce or eliminate atire track of the first tire, e.g., using a second tread pattern thatopposes to the first tread pattern. In an example, the second treadpattern is exact inverse to the first tread pattern. In another example,the first tire includes a first contact patch on an inner boundary of atire breadth of the first tire, so that the first tire track includes aninner track remnant. In that example, the second tire includes a secondcontact patch concentrated on an outer perimeter of a tire breadth ofthe second tire, and the second tire is configured to eliminate thefirst tire track by collapsing an outer tread remnant of a second tiretrack of the second tire onto the inner track remnant of the first tiretrack.

Method 1000 may proceed to block 1006, where a vehicle is provided, thevehicle has the first tire on a front wheel and the second tire on aback wheel. Method 1000 may proceed to block 1008, where the controllercontrols the vehicle to traverse an area (e.g., based on an operationalprofile for the area). Method 1000 may proceed to block 1010, where thefirst tire creates a surface impact (e.g., a first tire track 1106 ofFIG. 11 ) to a surface of the area.

Method 1000 may proceed to block 1012, where the controller controls thevehicle, e.g., using a surface impact cancellation system, to reduce oreliminate the first tire track by following the first tire with thesecond tire. In an example, the first tire track of the fire tiremounted on the front wheel is countered (completely or partially) by thesecond tire track of the second tire mounted on the back wheel (e.g.,because of the opposing tread patterns of the first tire and the secondtire). In other words, the first tire track is countered/cancelled,partially or completely, using the second tire following the first tire.Referring to FIG. 11 , an example residual tire track 1108 isillustrated, which is generated after the first tire track (e.g., tiretrack 1106) is countered/cancelled partially by the second tire. In anexample, the controller is configured to rotationally synchronize thesecond wheel with the first wheel based on the first tread pattern andthe second tread pattern, so that the first tire track is countered bythe corresponding opposing portion of the second tire track. In anotherexample, the controller is configured to adjust the tire pressure of thefirst tire and/or the second tire, such that the depths of the secondtire track matches corresponding depths of the first tire track forminimizing the first tire track. In some embodiments, a differencebetween tire pressure adjustments for the first and second tires isbased on a difference between the first tread pattern and the secondtread pattern.

Method 1000 may proceed to block 1014, where the controller collects theresidual environmental impact data for the residual tire track. At block1016, the controller analyzes the residual environmental impact data(e.g., for the effectiveness of the surface impact cancellation processat block 1012), and may perform a second surface impact cancellationprocess (e.g., using an updated operational profile with updatedoperational parameters). Referring to FIG. 11 , an example residual tiretrack 1110 after the second surface impact cancellation process isillustrated.

Referring to FIG. 12 and FIG. 13 , an example method 1200 for providingand controlling an electrical vehicle to minimize environmental impactsusing electromagnetic impact cancellation is described. As shown in FIG.12 , method 1200 may begin at block 1202, where a controller collectselectromagnetic environmental impact data associated with anelectromagnetic field created by a vehicle. Referring to FIG. 13 , anexample electromagnetic field 1302 created by a vehicle is illustrated.Method 1200 may proceed to block 1204, where the controller generates,using an electromagnetic impact cancellation system, an electromagneticcancellation field (e.g., electromagnetic cancellation field 1304 ofFIG. 13 ) based on the electromagnetic environmental impact data tocancel (partially or completely) the electromagnetic field (e.g.,electromagnetic field 1302 of FIG. 13 ) created by a vehicle. In variousexamples, to cancel electromagnetic field 1302, electromagneticcancellation field 1304 may have the same or similar frequency andamplitude as the electromagnetic field 1302 but the opposite phase(e.g., with a 180-degree phase shift). In FIG. 13 , a residualelectromagnetic field 1306 indicating a complete cancellation isillustrated.

Method 1200 may proceed to block 1206, where the controller collects theresidual environmental impact data for the residual electromagneticenvironmental impact. At block 1208, the controller analyzes theresidual environmental impact data (e.g., for the effectiveness of theelectromagnetic impact cancellation process at block 1204), and mayperform a second electromagnetic impact cancellation process (e.g.,using an updated operational profile with updated operationalparameters).

Referring to FIG. 14 and FIG. 15 , an example method 1400 for providingand controlling an electrical vehicle to minimize environmental impactsusing noise impact cancellation is described. As shown in FIG. 14 ,method 1400 may begin at block 1402, where a controller collects noiseenvironmental impact data associated with noise created by a vehicle.Referring to FIG. 15 , an example noise 1502 created by a vehicle isillustrated. Method 1400 may proceed to block 1404, where the controllergenerates, using a noise impact cancellation system, a noisecancellation sound (e.g., noise cancellation sound 1504 of FIG. 15 )based on the noise environmental impact data to cancel (partially orcompletely) the noise (e.g., noise 1502 of FIG. 15 ) created by avehicle. In various examples, to cancel noise 1502, noise cancellationsound 1504 may have the same or similar frequency and amplitude as thenoise 1502 but the opposite phase (e.g., with a 180-degree phase shift).In FIG. 15 , a residual noise 1506 indicating a complete cancellation isillustrated.

Method 1400 may proceed to block 1406, where the controller collects theresidual environmental impact data for the residual noise environmentalimpact. At block 1408, the controller analyzes the residualenvironmental impact data (e.g., for the effectiveness of the noiseimpact cancellation process at block 1404), and may perform a secondnoise impact cancellation process (e.g., using an updated operationalprofile with updated operational parameters).

Referring to FIG. 16 , an example method 1600 for providing andcontrolling an electrical vehicle to minimize combined environmentalimpacts using multiple environmental impact cancellation systems fordifferent types of environmental impacts is described. Method 1600 maybegin at block 1602, where a controller collects first environmentalimpact data associated with a first component environmental impactcreated by a vehicle. At block 1604, the controller collects secondenvironmental impact data associated with a second componentenvironmental impact created by the vehicle, the first and secondcomponent environmental impacts are of different types (e.g., types ofsurface impacts, electromagnetic impacts, noise impacts, thermalimpacts, visual impacts, etc.).

Method 1600 may proceed to block 1606, where priorities of the differenttypes of environmental impacts are determined. In an example, weightsare assigned to the different types of environmental impacts to indicatetheir corresponding priorities, e.g., a weight of 10 for surface impactsindicating a higher priority for reducing surface impacts overelectromagnetic impacts, which has a weight of 1.

Method 1600 may proceed to block 1608, where a controller controls thevehicle and the corresponding environmental impact cancellation systemsto reduce the combined environmental impacts. An operational profile,with its operation parameters, may be determined based on the prioritiesof the different types of environmental impacts. The controller mayperform an optimization process to determine the operational profilethat minimizes the combined environmental impacts (e.g., where differenttypes of environmental impacts may have an equal weight or havedifferent weights based on their priorities).

Method 1600 may proceed to block 1610, where the controller collectsresidual environmental impact data associated with residual combinedenvironmental impacts. Method 1600 may proceed to block 1612, where thecontroller may analyze the residual environmental impact data (e.g., forthe effectiveness of the impact cancellation process at block 1608), andmay perform a second impact cancellation process (e.g., using an updatedoperational profile with updated operational parameters).

While the LSV could observe possible aberrant behavior and restrict suchactions, the LSV system in general can collect use observations,aberrant or not, for future use. One use includes auditing the data,possibly for insurance purposes, to ensure the vehicles are properlyused by or on behalf of a stakeholder (e.g., owner, lease holder, etc.).Another use can include compiling one or more machine learning trainingdatasets. The training datasets can then be used to train machinelearning models (e.g., artificial neural networks (ANNs), support-vectormachines (SVM), random forests, Neuro-Evolution of Augmenting Topologies(NEAT), etc.) to identify acceptable or unacceptable behaviors.Additionally, such datasets can be leveraged to create automatedroutines or tasks that automated LSVs could take on in the future (e.g.,lawn mowing, maintenance, delivery, etc.). In various embodiments, thedisclosed techniques give rise to the ability to create automated orautonomous LSVs (e.g., drones, lawn mowers, snowplows, manned orunmanned vehicles, robots, etc.) that use the learned automate orroutine tasks.

All directional references e.g., upper, lower, inner, outer, upward,downward, left, right, lateral, front, back, top, bottom, above, below,vertical, horizontal, clockwise, counterclockwise, proximal, and distalare only used for identification purposes to aid the reader'sunderstanding of the claimed subject matter, and do not createlimitations, particularly as to the position, orientation, or use of thevehicle. Connection references, e.g., attached, coupled, connected, andjoined are to be construed broadly and may include intermediate membersbetween a collection of elements and relative movement between elementsunless otherwise indicated. As such, connection references do notnecessarily imply that two elements are directly connected and in fixedrelation to each other. The term “or” shall be interpreted to mean“and/or” rather than “exclusive or.” Unless otherwise noted in theclaims, stated values shall be interpreted as illustrative only andshall not be taken to be limiting.

The specification, examples and data provide a complete description ofthe structure and use of exemplary embodiments of the vehicle as definedin the claims. Although various embodiments of the claimed subjectmatter have been described above with a certain degree of particularity,or with reference to one or more individual embodiments, those skilledin the art could make numerous alterations to the disclosed embodimentswithout departing from the spirit or scope of the claimed subjectmatter.

Still other embodiments are contemplated. It is intended that all mattercontained in the above description and shown in the accompanyingdrawings shall be interpreted as illustrative only of particularembodiments and not limiting. Changes in detail or structure may be madewithout departing from the basic elements of the subject matter asdefined in the following claims.

It should be apparent to those skilled in the art that many moremodifications besides those already described are possible withoutdeparting from the inventive concepts herein. The inventive subjectmatter, therefore, is not to be restricted except in the spirit of theappended claims. In particular, the terms “comprises” and “comprising”should be interpreted as referring to elements, components, or steps ina non-exclusive manner, indicating that the referenced elements,components, or steps may be present, or utilized, or combined with otherelements, components, or steps that are not expressly referenced. Wherethe specification or claims refer to at least one of something selectedfrom the group consisting of A, B, C . . . and N, the text should beinterpreted as requiring only one element from the group, not A plus N,or B plus N, etc.

All publications identified herein are incorporated by reference to thesame extent as if each individual publication or patent application werespecifically and individually indicated to be incorporated by reference.Where a definition or use of a term in an incorporated reference isinconsistent or contrary to the definition of that term provided herein,the definition of that term provided herein applies and the definitionof that term in the reference does not apply.

In some embodiments, the numbers expressing quantities of ingredients,properties such as concentration, reaction conditions, and so forth,used to describe and claim certain embodiments of the inventive subjectmatter are to be understood as being modified in some instances by theterm “about.” Accordingly, in some embodiments, the numerical parametersset forth in the written description and attached claims areapproximations that can vary depending upon the desired propertiessought to be obtained by a particular embodiment. In some embodiments,the numerical parameters should be construed in light of the number ofreported significant digits and by applying ordinary roundingtechniques. Notwithstanding that the numerical ranges and parameterssetting forth the broad scope of some embodiments of the inventivesubject matter are approximations, the numerical values set forth in thespecific examples are reported as precisely as practicable. Thenumerical values presented in some embodiments of the inventive subjectmatter may contain certain errors necessarily resulting from thestandard deviation found in their respective testing measurements.

Unless the context dictates the contrary, all ranges set forth hereinshould be interpreted as being inclusive of their endpoints andopen-ended ranges should be interpreted to include only commerciallypractical values. Similarly, all lists of values should be considered asinclusive of intermediate values unless the context indicates thecontrary.

As used in the description herein and throughout the claims that follow,the meaning of “a,” “an,” and “the” includes plural reference unless thecontext clearly dictates otherwise. Also, as used in the descriptionherein, the meaning of “in” includes “in” and “on” unless the contextclearly dictates otherwise.

The recitation of ranges of values herein is merely intended to serve asa shorthand method of referring individually to each separate valuefalling within the range. Unless otherwise indicated herein, eachindividual value is incorporated into the specification as if it wereindividually recited herein. All methods described herein can beperformed in any suitable order unless otherwise indicated herein orotherwise clearly contradicted by context. The use of any and allexamples, or exemplary language (e.g., “such as”) provided with respectto certain embodiments herein is intended merely to better illuminatethe inventive subject matter and does not pose a limitation on the scopeof the inventive subject matter otherwise claimed. No language in thespecification should be construed as indicating any non-claimed elementessential to the practice of the inventive subject matter.

Groupings of alternative elements or embodiments of the inventivesubject matter disclosed herein are not to be construed as limitations.Each group member can be referred to and claimed individually or in anycombination with other members of the group or other elements foundherein. One or more members of a group can be included in, or deletedfrom, a group for reasons of convenience and/or patentability. When anysuch inclusion or deletion occurs, the specification is herein deemed tocontain the group as modified thus fulfilling the written description ofall Markush groups used in the appended claims.

What is claimed is:
 1. A vehicle for traversing an area with a minimalenvironmental impact, comprising: a first tire mounted on a first wheel,wherein the first tire creates a first tire track in an area when thevehicle is traversing in the area; a second tire mounted on a secondwheel, wherein the second tire having a second tread pattern based on afirst tread pattern of the first tire; and a controller configured to:control the first wheel and the second wheel such that the first tiretrack is countered by a second tire track of the second tire; determinea residual tire track after the first tire track is countered by thesecond tire track of the second tire; and adjust the vehicle based onthe residual tire track.
 2. The vehicle of claim 1, wherein the secondtread pattern is exact inverse to the first tread pattern.
 3. Thevehicle of claim 1, wherein the first tire includes a first contactpatch on an inner boundary of a tire breadth of the first tire; whereinthe first tire track includes an inner track remnant; wherein the secondtire includes a second contact patch concentrated on an outer perimeterof a tire breadth of the second tire; and wherein the second tire isconfigured to eliminate the first tire track by collapsing an outertread remnant of the second tire track of the second tire onto the innertrack remnant of the first tire track.
 4. The vehicle of claim 1,wherein the controller is configured to: rotationally synchronize thesecond wheel with the first wheel based on the first tread pattern andthe second tread pattern.
 5. The vehicle of claim 1, wherein thecontroller is further configured to: adjust a tire pressure of at leastone of the first tire and the second tire to reduce the first tiretrack.
 6. The vehicle of claim 1, wherein the controller is furtherconfigured to: perform a first tire pressure adjustment to the firsttire; and perform a second tire pressure adjustment to the second tire;and wherein a difference between the first tire pressure adjustment andthe second tire pressure adjustment is based on a difference between thefirst tread pattern and the second tread pattern.
 7. A method fortraversing an area with a minimal environmental impact, comprising:providing a vehicle having a first wheel and a second wheel, wherein afirst tire is mounted on the first wheel and a second tire is mounted onthe second wheel; creating, by the first tire, a first tire track in anarea when the vehicle is traversing in the area; controlling the firstwheel and the second wheel such that the first tire track is counteredby a second tire track of the second tire; determining a residual tiretrack after the first tire track is countered by the second tire trackof the second tire; and adjusting the vehicle based on the residual tiretrack.
 8. The method of claim 7, further comprising: eliminating thefirst tire track by collapsing an outer tread remnant of a second tiretrack of the second tire onto an inner track remnant of the first tiretrack.
 9. The method of claim 7, wherein the second tire having a secondtread pattern based on a first tread pattern of the first tire; andwherein the first tire track is countered by a second tire track of thesecond tire.
 10. The method of claim 9, wherein the second tread patternis exact inverse to the first tread pattern.
 11. The method of claim 9,further comprising: rotationally synchronizing the second wheel with thefirst wheel based on the first tread pattern and the second treadpattern.
 12. The method of claim 9, further comprising: performing afirst tire pressure adjustment to the first tire; and performing asecond tire pressure adjustment to the second tire; and wherein adifference between the first tire pressure adjustment and the secondtire pressure adjustment is based on a difference between the firsttread pattern and the second tread pattern.
 13. The method of claim 7,further comprising: adjusting a tire pressure of at least one of thefirst and second tires to reduce the first tire track.
 14. The method ofclaim 7, further comprising: adjusting a tire pressure of at least oneof the first and second tires based on the residual tire track.
 15. Themethod of claim 7, further comprising: receiving, from a plurality ofsensors, environmental data; and controlling one or more components ofthe vehicle based on the environmental data to reduce a firstenvironmental impact.
 16. The method of claim 15, wherein the firstenvironmental impact includes one of an electromagnetic impact, a noiseimpact, a thermal impact, and a visual impact.
 17. The method of claim16, further comprising: controlling a noise impact cancellation systemto generate noise impact cancellation sounds to cancel the noise impact.18. The method of claim 16, further comprising: controlling anelectromagnetic impact cancellation system including one or moreelectronic components for generating an electromagnetic cancellationfield to cancel the electromagnetic impact.
 19. The method of claim 16,further comprising: controlling a thermal impact cancellation system forcancelling the thermal impact.
 20. The vehicle of claim 1, wherein thecontroller is further configured to: adjust a tire pressure of at leastone of the first and second tires based on the residual tire track.